It still requires manual dexterity – and a jog around the rear of the car – to lower or raise it, but it only takes a minute or two, rather than five or 10. It’s also fine in an automatic car wash, and can cope with the car’s full performance, of which there is plenty: a 180mph maximum speed and a 0-62mph time of 4.5sec.

To get into the real meat of the naturally aspirated engine’s range you’ll need revs, so you can find yourself travelling a gear or two lower than usual. Unsettling the tail for the cornering shots you see here required first gear. But, hey, this is a sports car, after all, and there’s a shorter-throw gearlever, with one of the crispest, cleanest shifts around to make best effect of it. Swapping ratios is one of the purest driving pleasures there is.

It’s coupled to other similarly precise controls. The steering rack, faster than a normal Boxster’s, comes from a 911 Turbo. Our test car came with five grand’s worth of carbon ceramic brakes, too. These are lighter than standard steel brakes and, whatever the effect on stopping power (you’re unlikely to trouble the steels except on a track on a warm day), carbon ceramics tend to benefit steering; it becomes that bit lighter, more delicate, but no less intuitive or feelsome.

Brake pedal feel, clutch feel, throttle weight and response: they’re all the same; first class. The Spyder – far from the only Porsche that feels like this – gives you the impression that proper drivers have spent hour after hour on test tracks, honing control weights and responses until they’re absolutely just so. So that when you ask: you get. It’s the sort of thing that makes the Spyder satisfying at any speed.

At lower speeds, that satisfaction comes with less jarring than you’d expect, given the 235/35 ZR20 front and 265/35 ZR20 rear tyres. With less shake, too: in most convertibles, you can detect a little rear-view mirror shimmy across dodgy surfaces. Not so in the Boxster.

At higher speeds the ride settles nicely, control responses stay as linear and predictable as any manufacturer this side of Caterham or Ariel currently makes them, and the handling is as you’d expect. In the wet, at least, there’s a smidgeon of understeer.

But if you do, you’ll like what you find: a sharp, predictable, adjustable and ultimately trustworthy cornering companion, with far keener feedback and engagement than pretty much any other convertible this side of the aforementioned lightweights.

So much so I’m trying hard to think of good reasons not to award the Spyder the full gamut of stars. That a GT4 and GT3 RS have recently nabbed similar is the best reason I can think of. Which isn’t a good enough one at all.